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Do we still need one way streets in Vancouver?
September 16, 2010
By John Calimente
Read More: http://regardingplace.com/?p=9779
Like many cities in North America in the latter half of the 20th century, Vancouver converted a number of its streets to one way streets to allow commuters to escape the downtown core faster. But with a downtown core that has added over 25,000 people over the last 10 years, faster moving cars is not something we should be encouraging. It’s time to convert those one way streets back.
One way streets are a relatively recent addition to cities in North America, most coming in the post-WWII era. Since the vast majority of streets here are wide enough to accommodate two vehicles side-by-side, the sole reason for originally putting in one way streets was to increase vehicle speeds.
In almost all North American cities, freeways were cut through downtowns in the 1940s, 50s, and 60s. With one-way on ramps and off ramps descending onto city streets, it was a relatively easy step to then make those streets one way as well. Automobiles could easily access the freeways with fewer opportunities for accidents with everyone going in the same direction. Traffic flow could be sped up with the synchronization of traffic lights. As downtowns were seen mainly as business centres for workers to flee from after 5pm, the smoother the traffic flow the better.
Of course, Vancouver was caught up in the thinking of the time as well. With freeways planned to link the core with the suburbs, it was only natural that one way streets would soon appear. Seymour and Howe Streets on either side of Granville Street became one way streets in the 1950s after the rebuilding of the Granville Street Bridge. And access to the Georgia Viaduct into downtown pushed one way streets onto Dunsmuir/Melville Streets. To allow easy access to the Burrard and Cambie Street Bridges, Thurlow, Hornby, Smithe, and Nelson were converted. Cordova and Powell/Water Streets allowed traffic to whiz out of downtown to the east while avoiding traffic on busy Hastings Street. Richards and Homer Streets became mainly a series of parking lots that were also accessed by one way streets. One-way Pacific and Expo Boulevards, through mainly industrial areas, allowed easy access to BC Place and a quick route around the downtown core.
September 16, 2010
By John Calimente
Read More: http://regardingplace.com/?p=9779
Like many cities in North America in the latter half of the 20th century, Vancouver converted a number of its streets to one way streets to allow commuters to escape the downtown core faster. But with a downtown core that has added over 25,000 people over the last 10 years, faster moving cars is not something we should be encouraging. It’s time to convert those one way streets back.
One way streets are a relatively recent addition to cities in North America, most coming in the post-WWII era. Since the vast majority of streets here are wide enough to accommodate two vehicles side-by-side, the sole reason for originally putting in one way streets was to increase vehicle speeds.
In almost all North American cities, freeways were cut through downtowns in the 1940s, 50s, and 60s. With one-way on ramps and off ramps descending onto city streets, it was a relatively easy step to then make those streets one way as well. Automobiles could easily access the freeways with fewer opportunities for accidents with everyone going in the same direction. Traffic flow could be sped up with the synchronization of traffic lights. As downtowns were seen mainly as business centres for workers to flee from after 5pm, the smoother the traffic flow the better.
Of course, Vancouver was caught up in the thinking of the time as well. With freeways planned to link the core with the suburbs, it was only natural that one way streets would soon appear. Seymour and Howe Streets on either side of Granville Street became one way streets in the 1950s after the rebuilding of the Granville Street Bridge. And access to the Georgia Viaduct into downtown pushed one way streets onto Dunsmuir/Melville Streets. To allow easy access to the Burrard and Cambie Street Bridges, Thurlow, Hornby, Smithe, and Nelson were converted. Cordova and Powell/Water Streets allowed traffic to whiz out of downtown to the east while avoiding traffic on busy Hastings Street. Richards and Homer Streets became mainly a series of parking lots that were also accessed by one way streets. One-way Pacific and Expo Boulevards, through mainly industrial areas, allowed easy access to BC Place and a quick route around the downtown core.